Inlet manifold for straight-eight internal-combustion engines



. Dec. 30, 1930. J. A. H; BARKEIJ 1,787,185

INLET MANIFOLD FOR STRAIGHT EIGHT INTERNAL COMBUSTION ENGINES Filed March 10, 1925 2; ?@JI JUW a a I A 4 739 3' it'll-UL 5 6' I INVENTORJ Patented Dec. 30, 1936 UNITED STATES, PATENT OFFICE JEAN A. H. BARKEIJ', OF LQS ANGELES, CALIFORNIA INLET MANIFOLD FOR STRAIGHT-EIGHT INTERNAL-COMBUSTION ENGINES Applicationfiled March 10, 1925. Serial No. 14,401.

' 1;; can be made to follow each other in opposite direction in the first and secondary zones of distribution or only the first zone of distribution. This combination is preferred, though not absolute necessary to obtainan efficient gas distribution for straight eight motors, which is far superior to any method in existence or any manifold in existencefor this type of engine.

u My fifth object is to provide an inlet mam-- fold with a single carburetor, said manifold having a single zone of distribution with two outlets, each outlet being split in two secondary branches, each of said branches connected with the siamesed inlet openings of 3 two adjacent pairs of two adjacent cylinders,

i. e. cylinders 14, and cylinders 5-8, in order to reduce the total distance to he travelled by the gas and the total inner surface to a minimum. 1 My sixth object is to combine the fifth object with a crankshaft of which the crankpins, in number equal to the number of cylinders i. e. eight, reciprocate pistons, which produce suction periods with intervals of 90. Said crankpins by preference so arranged that the crankpins l, 2, 3, 4 appear in crossform, 90 to each other, and are aligned with the other four crankpins 5, 6, 7, 8.. Saidarrangement resulting in overlapping suction branches during part of the time, and in nonoverlapping suction strokes during another 7 are greater than 180, as is well known in the strokes in each of said outlets and secondary art, ,always overlap each other continuously in said fuel mixing means and in said zone of distribution mentioned in the fifth object. Figs. 1 and 4 represent the arrangement of crankpins which is preferred for the type of V manifold shown in Fig. 3.

Fig. 2 is a side view of ment of the crankpins. 1 Fig. 3 is a side view of the cylinder block of an eight cylinder engine showing diagrammatically the arrangement of the inlet manifold with respect to the inlet openings of the first arrange- ,the' cylinders and the individual cylinders themselves.

Fig. 1 shows the crankpins 'so arranged that crankpins 1 and 6 are opposite 2 and 5 in one planeand crankpins 3 and 8 opposite.

-4 and 7 in another plane perpendicular to the first plane. The crankpins 1, 2, 3, 4 not being in one plane and the crankpins 5, 6, 7, 8 .not being in one plane, it can be deduced that the suction orders in the zone of distribution A shown in Fig. A cannot be in opposite direction in this zone. Neither can they be in the. secondary zones of distribution shown at B in Fig. 3. Fig. 4 shows the crankpins 1 and 3 opposite 2 and 4 in one plane and crankpins 5 and 7 opposite 6 and 8 in another plane perpendicular to said first plane. It can be deduced however again, that 30 the suction orders forfthis crankshaft can "be arranged in opposite direction for the first zone of distribution A but not for the secondary zones of distribution B as both shown in Fig. 3. If the crankpins l and 2, 3 and-4 are 35 aligned in pairs in one plane, and crankpins 5 and 6 opposite 7 and 8 in anotherplane perpendicular to said first plane, suction orders in the primary and secondary zones and conduits can be obtained, which are in oppodo site direction. These suctions will overlap 1 each other in the primary zones approximately 180 45- 90 135 and approximate 1y 225-180=45 in.the secondary zones.

It is supposed here that the inlet valve closes approximately 45 after the piston has reached its bottom position.

Fig. 4 shows the first crankpin arrange ment for which an application has been made No. 46,67 9 in another division. Fig. 3 shows an 8 cylinder engine with the inlet and exhaust openings. 1a, 2a, 3a etc. are the inlet openings and 1b, 2b, 3b are the exhaust openings. The inlet openings are shown separate,

though they can be siamesed as is well known in the prior art for 4 and 6 cylinders.

A single manifold with a single intake and a single carburetor shows an intake orriser leading to a primary zone of distribution A. From there two equal lengthed branch ducts extend in opposite direction to two secondary zones B. From these secondary zones two equal lengthed branch ducts extend again in opposite directions from said secondary zones of distribution B. The final or tertiary conduits leading from said secondary branch ducts can be formed as is preferred for any particular engine. It is understood, that the various conduits can be in any position to suit a particular arrangement or a particular blend of gasoline of a certain specific gravity. The arrangement as shown is further understood to be applicableon Diesel engines which do not use a combustible mixture. As a rule the latter engines of the fourcycle type suck the air under atmospheric pressure through individual single intakes attached to air cleaners or apparatus to muflie the noise of type of engine, latter type,

suction. If however it is preferred to supercharge said-engineswith a blower, the shown manifold will insure equal volumetric eflieiency for the cylinders as well as equal airfuel ratio efficiency for explosive engines us ing a mixture. The equal volumetric efiiciency is even more important for the former the Diesel type, than for. the the explosion or constant volume engine.

The sequence of firing, which is, of course, equal to the sequence of suction strokes in the various cylinders, with an arran ement of crankpins as shown in Fig. 1, can e made 4, 5, 3, 6, 7, 2, 8, 1, if the crankshaft is rotating in a counterclockwise.direction, and can be made 5, 4, 6, 3, 2, 7, 1, 8 if the crankshaft rotates in a' clockwise direction. Other firing orders with this shaft are forinstance 1, 8, 2, 7, 6, 3, 5, 4, when the shaft rotates clockwise,

and 8, 1, 7, 2, 3, 6, 4, 5 when said shaft rotates counterclockwi e. i It should therefore be noted tha't how the firing or suction order is chosen, the left part of the engine, cylinders 1, 2, 3, 4, will have partly overlapping, partly non-overlapping suction strokes on account of said crankpin arrangement.

- It is evident that if crankpins 4 and 7 change places with crankpins 3 and 8, or 1 and 6 change places with 2 and 5, the firing orderfrom the center toward the ends of the engine will be determined by the direction of rotation of the crankshaft. The same variations in the progressive firingvobtains here as in the case described above. Though these variations may not have influence on the overlapping suction strokes. in said primary or secondary branches, they are of importance with respect to the load on the various bearings, produced by a certain firing order. For said last reason, is said crankshaft shown in Figs. 1 and 2 has five bearings, two end bearings and three intermediate bearings, one between each two pair of two adjacent cylinders, it appears that when the crankpins are so arranged that crankpins 1 and 2, 3 and 4, 5 and 6, 7 and 8, are diametrically opposite each other, that the firing strokes for said pairs of cylinders only overlap eachother a very small time, when the ressure in one cylinder is practically only a out atmosphere, as the exhaust period has already started in one when the explosion starts in the other the duration of the explosion period being approximately 135". Therefore any crankshaft arrangement whereby said pairs of crankpins 1 and 2, 3 and 4, 5 and 6, 7 and 8 are placed diametrically opposite each other at 180, will also only produce the same overlapping suction strokes in the same secondary branches, and will have at the same timethe advantage of decreased pressure on said intermediate bearings, if only 5 are applied as I explained. For lnstance the standard arrangement of crankpins whereby crankpins 1 and 8 are aligned diametrically opposite crankpins 2 and 7 aligned in one plane, and crankpins 3 and 6 opposite crankpins 4 and 5 in another plane, perpendicular to said first plane, so that crankpins 1, 2, 3, 4 form one cross and also crankplns 5, 6, 7, 8, said crosses coinciding with each other in end view, will have exactly the same advantages in view of gas distribution and almost the same bearing pressures, as the arrangement shown in Fig. 1, and also in view of the balance of the pistons attached to said crankpins. Other arrangements, as shown in my application No. 152,708

opposite crankpins 2 and 3 in one plane, and crankpins 5 and 8 opposite crankpins 6 and 7 in a second plane, perpendicular to said first plane, will also have the same advantages. Three other arrangements however shown in ,said application, whereby the crankpins 1,2, 3, 4 also form a cross coinciding with the cross formed by the other crankpins 5, 6, 7, 8, will have the same advantage of overlapping strokes in the secondary branches leadlng to the respective pairs of cylinders 1 and 2, 3 and 4, 5.'and 6, 7 and 8, but the overlapping of these suction strokes in said secondary branches will be for a greater time period as in said three previous cases of crankpin arrangements (i. e. 225 -=135) 1 How-' ever the character and length of overlapping of these strokes in the primary branches from the first zone of distribution will have the same character on account of said crossform arrangement of said two halves of crankpins as explained.

These latter three crankpin arrangements 1n Fig. 25, wherebyv crankpins 1 and 4 are k are well known in the art. One of them having crankpins 1 and 7 o posite 3 and 5, and 2 and 8, opposite 4 and 6,. in'theway explalned for the first three mentioned. The second has crankpins 1 and 8 opposite 4 and 5, and 2 and 7 opposite 3 and 6.; The third of this secondcategory has crankpins 1 and 8 opposite 3 and 6, and 2 and 7 opposite 4 and 5. These 6 various, well known, arrange-- ments are here referred to, as they all insure perfect primary balance of the pistons attached t ereto, except the unbalance of the secondary inertia forces in some types thereof, in which the plane'of symmetry, perpendicular to the crankshaft axis, of one set of four crankpins does not coincide with that of the other set of four cylinders and its respective pistons.

However all these six arrangements, being the only ones which insure said primary balance, differ fromand are superior to the arrangement respect of balance, but are all inferior somewhat with respect to the gas distribution as effected bythe combination thereof (Fig. 4)

with the general form of this explained manifoldfexcept the one in which crankpins 1 posite 6 and and 4'are opposite 2 and 3, and 5 and 8' p- 7. This last one resembles t e arrangement shown "in my Figure ,4 in this respect that the suction periods will be continuously in opposite direction, for these two last types, in said first zone of distribution, due to the fact that the crankpins 1, 2, 3, 4 are in one plane, opposite each other,;and

crankpins5. 6, 7, 8 opposite each other in two pairs of aligned crank ins in the other plane. The balance of the ast said arrangement is better than that of Fig. 4 for the same reasons as explained. but the advantage of the arrangement of Fig. 4 is again in said respect of gas distribution, as 1n the type of Fig. 4 the suction order can be chosen so that the suction periods are in opposite direction notonly in the first zone of distribution but also in the two secondary zones, which is not the case for the other typeof these two last explained arrangements.

Therefore finally it can be observed that a compromise is here necessary. between the balance of the engine and the .gas distribution obtained by said general type of inlet manifolding, insurin and minimum inner sur ace. Experiments showed finally that the balance was of greater importance than the minor disadvantage of inferior gas distribution, and therefore only one type of said first 6 types of crankin arrangements has beenchosen, to be comhined preferently with the advantages of said inlet manifold, which is shown in Fig.

1; butthat does not, mean that said manifold cannot be combined with any of the other types shown and described, as the advantages of this typeof manifold will be maintained shown in my Figure -4 in this minimum length 1 change,

to a greater or lesser degree with any of the two general types discussed, shown respectively in Figs. 1 and 4. It is further understood that the form of the manifold in Fig. 3 is purely diagrammatic. That the circles 1a, 1b to 8a and 81) inclusive, are the inlet openings in the per pendicular wall of the cylinder block shown, and that the siamesing for the adjacent pairs of cylinders 1 and 2, 3 and 4, and 6, 7 and 8, is again merely diagrammatic, as in reality, as is well known, these ports are siamesed in the cylinder block itself. Equall understood that the branches from th s secondary zones B, do not have to run necessarily in opposite direction, nor that these branches. have to be exactly of the same length, as the invention lies in the combination of the crankpin arrangement, producing a certain suction sequence, and producing at the same time a certaimbalance of the reciprocating parts and at the same time a certain advantage of bearing pressures, if said crankpins are arran ed in a certain way with a certain number 0 intermediate bearings ;at designated points between certain cylinders, Therefore any combination of single fuel mixing means combined with a manifold having a zone of distribution from where two branches lead to the right and left part of the engine, which branches split in secondary branches,leading to fourpairs of two adjacent cylinders as described, are considered to fall under this invention as ations of any combination shown or discussed are clearly possible, it is understood that the scope of this invention reaches further than the exact form of the parts shown and described in this application.

It is difficult to say'exactly which factors dominate," in the sequence of their importance, this present system of gas distribution, and it is therefore maintained, that the general factors, as shown on the drawings and discussed in the description, should be only present in order to fall under the scope of this application. These general factors are without any doubt, the arrangement of the crankpins in crossform, shown as in Fig. 1 or as shown in Fig. 4. In the manifolding, i. e., the single carburetor, the first zone of distribution A, and thefour branches leading to the respective pairs of cylinders 1 and 2,

3 and 4, 5 and 6, 7 and 8. How far how 1 ever the secondary zones of distribution should be from said primary zone is, of. course, merelya matter of design. Appli-. cant knows the result of certain combinations and changes but can of course not prophecy how great the influence of a minor not deviating from said main factors, may be a (1 how much it would affect the maximum fliciency of thebest combination of said cooperating parts, apart from it is engine balance, bearing pressure, length of overlapping of the suction strokes in the various branches.

Even if the four secondary branches would meet in the first zone of would be very likely that the scope of this invention would not be transgressed, provided of course that the general arrangements of the crankpins, either shown in the type of Figs. 1 or 4 is present. In these two latter cases the suction strokes would be still overlapping in each of said four branches to said pairs of cylinders 1 and 2, 3 and 4, 5 and 6, 7 and 8, independent of the fact whether the general arrangement of Figs. 1 or 4 is used. If crankpins l and 2, 3 and 4, 5 and 6, 7 and 8 are aligned with each other (for instance all or partly), it is believed that the scope of this invention would be clearly transgressed, as the suction strokes in the these four branches could not be made to overlap with each other, as the suction stroke could hardly be increased above 180+75=255,and the interval of suction would be 360 on account of said alignment of said respective crankpins, which are in never inalignment.

It is furtherv believed,' a s said, that the suction in opposite direction, is compatible with my arrangements placed Figure 4, would be superior in the latter supsingle zone A, and would posed arrangement, where the four secondary branches would start practically from the be superior to this arrangement combined with the'crankpin arrangement ofFig. 1, as the balance of the air-fuel mixture would not be so easily upset in the arrangement of Fig. 4 as in that of Fig. 1, for the reasons, already explained in extenso.

Therefore, even if the secondary zones B are brought closeito the primary zone A, the general characteristics and advantages of the present manifolding willhave been completely maintained. I

It is further remarked, that the distances from the individual cylinders to the intake opening if by preference made substantially equal, dictate for a great deal the equal volumetric efliciency besides the suction orders in opposite direction which can be obtained with the shaft shown in Fig. 4. The cross .section of the manifold can be made as preferred, for'instance, square section as is preferred for the explosive type of engine.

It is further shown, that it is preferred to construct the secondary conduits adjacent to the primary conduits to shorten the distance and to decrease the outer surface exposed to the atmosphere.

It is, however understood, that if these secondary branches are made of exactly equal length and are made adjacent, as shown, that these constructions will entail, of course, some other disadvantages, which are the re- 05 sult of the sharp corners to be made in said distribution A, it

"said cylinders of said secutlvely.

maniac first and later specific arrangements, shown diagrammatically in Fig. 3. Sharp corners always cause more or less fuel deposition, and it is therefore evident, that the condition of the pairs of cylinders 1 and 2 plus 7 and 8, differs in that respect from the pairs of cylinders 3 and 4' and 5 and 6 on account of said corners, if said form is closely followed. It is further maintained further that, if the manifold is rotated 180 upside down that the same advantages, summed up, are obtained.

For all these reasons explained, (which have to be added to'understand the scope of this invention) it ismaintained that the scope lies within the following claims.

Having shown and discussed different va-' riations within the spirit of the invention it is understood that any other differentiation within these limits can be made without departing from said spirit.

I claim 1. In an internal combustion engine having eight cylinders arranged in a line, a riser Connected with two branches, the free ends of said branches being connected to other oppositely arranged branches, the free ends of said second branches of one of said first branches connected respectively to cylinders 1 and 2, and to cylinders 3 and 4, the free ends of said second branches of the other of said first branches connected to cylinders 5 and 6, and cylinders 7 and 8 respectively, so that the distances from the intake of said riser to all the individual cylinders of said engine is substantially the same, said cylinders of said engine numbered consecutively.

2. In an intake manifold for an 8 cylinder internal combustion engine of the straight type, a riser connected with two opposite branches, one free end of which is connected with two other oppositely arranged branches, one free end of which is connected to cylinders 1 and 2, the otherfree end of which is connected to cylinders 3 and 4; the other free end of said first two branches connected with two other oppositely arranged branches, one free end of which is connected to cylinders 5 and 6, the other free 'end thereof to cylinoppositely arranged ders 7 and 8, so that thedistances from the intake of said riser to all the individual cyl inders of said .engine is substantially equal,

engine numbered con- 3. In an internal combustion engine of the straight type with 8 cylinders, a single mixing device connected with a conduit to a zone of distribution, said branches, one of said branches leading to a secondary zone of distribution, two branches leading from said secondary zone, one to the left connected with the inlet openings of cylinders 1 and 2, the other to the right connected with the cylinders 3 and 4 the other zone connected with two of said first branches leading to another secondary zone, two branches leading from this secondary zone, one to the left connected with the cylinders right connecting with the cylinders 7 and 8, so that the distances from said fuel mixing means to all the individual cylinders of said vright connected with the siam esed inlet connected with the s'iamesed inlet openings openings of cylinders 3 and 4, the other of said first branches leadin to another secondary zone, again two ranches leading from this secondary zone, "one to the left of cylinders 5 and 6, the other to the right connected with the siamesed inlet openings of cylinders 7 and 8, so that the distances from the inlet opening of said manifold and" from said zone of distribution to all the individual cylinders of said engine are substantiall' equal.

5. In an nternal combustion engine'o er ating on the fourstroke'cycle' of the straight.

type with eight cylinders, an inlet opening 1n a conduit to a zone of distribution, said zone connected wi-th'two branches, one of said branches leading to a secondary zone of distribution, .two branches leadin from said secondary zone, tone to" the le con-\ nected with the siamesed' inlet openings-of cylinders 1 and 2, the other to the right connected with the inlet openings. of cylinders 3 and 4, the other of said first two branches leading to another secondary. zone, two branches leading from this secondary zone,

one to the left connected with cylinders 5 and 6, the other to the right connected with cylinders 7 and 8, so that the distances from the inlet opening in said first conduit 'to said first zone of distribution,-to all the individual cylinders of said'engine are substantially equal, cylinders 1 and 2, 3 and'4,

5 and 6, 7 and Shaving overlapping suction strokes in said respective four'branches.

' 6. The combination of claim 1 in an in ternal combustion engine combined with a crankshaft, having eight crankpins, num- I bered successively, capable of I producing suction periods by means of pistons recinro 'cating in respective cylinders with equalintervals of 90, said crankpinsso arranged in "of four crankpins is located in one, plane,

two crankpins thereof aligned and diametri cally opposite two other aligned crankpins,

5 and 6, the other to the responding cyliners 1, 2,

Prime.

the other group of four crankpins located in another plane, perpendicular to said first plane, having also two crankpins aligned diametrically opposite two other crankpins aligned, cylinders 1 and 2, 3 and 4, 5 and 6, 7 and 8 having overlapping strokes'in said four secondary branches leading to said re-1 spective 4 pairs of cylinders.

7.The combination of claim 3 in an internal combustion engine, combined with a crankshaft, having eight crankpins, numbered successively, capable of produclng suction periods with equal intervals of 90, said" crankpins so arranged in two groups of'four crankpins, that one group of four crankpins is located in one lane, two crankpins thereof, one even num ered and one uneven numbered aligned and diametrically opposite two other aligned crankpins one even numbered and one uneven numbered crankpin, the other group of four crankpins arranged in another plane, perpendicularto said first plane, having also two crankpins, aligned, one even numbered and one uneven numbered, and diametrically opposite two other crankpins, aligned, one even numbered and one uneven numbered crank in,'cylinders 1 and2, 3 and 4, 5 and 6, 7 an 8 having overlapping suction strokes in said'four secondary branches leading to said respective 4 pairs of cylinders.

8. The combin with one uneven numbered crankpin, so that the crankpins 1, 2, 3, 4 belonging to the cor-' of the engine, the cylinders of which are fed by one branch from 'said primary zone of distribution, are perpendicularly situated to each other and forms a cross; the other four crankpins 5, 6, 7, 8 belonging to the corre-' spondingcylinders 5, 6, 7 ,8, the cylindersof which are fed by the other branch from said ryzoneyare also perpendicularly sit uated to each'other and form a secondjcross, coinciding with said first cross in end view,

said "shaft having eight v 3, 4 forming one half tion of claim 5 in an in -ternal combustion engine of the reciprocating) type, combined with a crankshaft, ca pa 1 forming four pairs of alignedcrankpinsin cross form in endview, said crankpin arr'angementbemg capable of producingin any ingrto said, 4 pairs of cylinders. 9 In an internal c ombu' stion engine oper-' two groups of fourcrankpins that one group "possible suction order overlapping suction strokes in said four seconda y branches leada ating on the fourstroke cycle with eight cylinders of the straighttype, an inlet opening in a conduit leading to a primary zone of distribution, said zone connected to the right and left with a branch, the left branch leading to a secondary left zone of distribution, the right branch leading to another secondary right zone of distribution, the left secondary zone having one branch to the left connected with the siamesed inlet openings of cylinders 1 and 2, and one branch to the right connected with the siamesed inlet ports of cylinders 3 and 4, the right secondary zone having one ranch to the right connected with the siamesed inlet ports of cylinders 7 and 8, and another branch to the left of said latter right branch connected with thesiamesed inlet ports of the 7 cylinders 5 and 6, said manifold combined with bel two crankpins similarly aligned,

crossform; the other a crankshaft having its eight crankpins, numbered successively like said eight cylinders,

so arranged as being capable to produce suc tion periods in said cylinders with equal in tervals of 90, said crankpins so arranged in two groups of four crankpins so that one group of four crankpins is located in one plane, having two crankpins longitudinally non-adjacent thereof aligned and diametrically opposite two other aligned longitudinally non-adjacent crankpins, the other group of four crankpins located in another plane, perpendicular to said first plane, having also diametrically apposite the other two similarly aligned cran ins.

10. In an internal combustion engine of the straight eight type, said cylinders numbered successivel an inlet opening in a conduit leading to a primary zone of distribution having two outlets to two branches, one left branch and one right branch, each of said branches leading to a left and right secondary zone of distribution, each secondary zone having also two outlets and two branches, one left branch and one right branch, the left branch of the left secondary zone connected with the'siamesed ports of cylinders 1 and 2, the right branch of this left secondary zone connected with the siamesed ports of the right secondary zone connected with the siamesed inlet 8, the left branch of this right secondary zone connected with the siamesed inletports of cylinders 5 and 6: said manifoldcombined with a crankshaft having its crankpins so arranged as being capable of producing suction periods with intervals of 90, said shaft having eight crankpins. numbered successively like said cylinders. four crankpins 1. 2, 3, 4 onging to cylinders 1, 2, 3. 4. forming the left half of the engine, the cylinders of which are fed bv the left branch from said primary zone of distribution,

said crankpins 1. 2,3, 4 arranged perpendicularly to each other in four crankpins 5, 6, 7, 8,

- opening in a conduit to of cylinders 3 and 4, the right branch ports of cylinders 7 and belonging to the corresponding cylinders 5, 6,7, 8, forming theother right half of said engine, the cylinders of which are fed by the other branch to the right from said primary zone, being also arranged perpendicularly to each other forming a second cross, coinciding in end view with the crankpins of said first cross of crankpins 1, 2, 3, 4, said tWo crosses forining twopairs of aligned crankpins in cross form as'seen in end view; said crankpin arrangement capable of producing suction strokes in any possible order of suction strokes, rangement, which not only overlap approximately 225180=45 continuously in said primary zone of distribution, but also overlap each other once during two revolutions of the engine in each of saidfour secondary branches from said secondary zones to said respective pairs of cylinders 1 and 2, 3 and 4, 5 and 6, 7 and 8; said engine operating on the four-stroke cycle.

' 11. In an internal combustion engine with eight cylinders of the straight type, an inlet a zone of distribution, said zone connected with a right branch and a left branch, the left branch divided in two other branches, one of which leads to the siamesed inlet ports of cylinders 1 and 2, the other to the siamesed inlet ports of cylinders 3 and 4; the right branch from said zone of distribution divided also in two other branches, one of which leads to the siamesed inlet ports of cylinders 5 and 6, the other to the siamesed inlet ports of cylinders 7 and 8, said cylinders being numbered from 1 to.

8 in longitudinal direction.

12'. In an internal'combustion engine of the explosive type with eight cylinders numbered 11-8, arranged in a straight line, a single carburetor connected with a conduit leading to a zone of distribution, said zone having two outlets, one outlet leading to the cylinders 1-4, the other to the cylinders 5-8, each of said outlets having two branches, each of said branches leading to the siamesed inlet ports of two adjacent cylinders, so that cylinders land 2, 3 and 4, 5 and 6, 7 and 8 are each connected with one of branches, said engine operating on the fourstroke cycle.

13. In an internal combustion engine of the explosive type with eight cylinders numbered 1 to 8 arranged in a straight line, a single carburetor connected with a conduit leading to a zone of distribution, having two compatible with said crankpin a'r-- said four no i outlets, one being opposite the other, each 1 two innermost branches with the two-inner respectively connected pairs of cylinders, said manifold combined with a crankshaft having eight crankpins, said crankpins numbered successively like said cylinders, said crankpins arranged in two planes perpendicular to each other, so

that four crankpins are arranged in two 1 "aligned pairs opposite each other and the other crankpins arranged similarly in said other plane; said crankpins further so arranged thatthey are only capable of producing overlapping suction periods in said first zone of distribution of a length approximately equal to 22590=135, and only capable of producing overlapping suction strokes in said four secondary branches, leadmg to said 4 palrs of cylinders, enumerated, of a length approximately equal to' 14. In an internal combustion engine of the straight eight type, having a crankshaft of which eight crankpins are arranged in two planes perpendicular to each other in four aligned pairs, crankpins 1, 2, 3, 4 being arranged 90 to each other and also crankpins v 5-8 in the same way, said, crankpins attached to vreciprocating pistons capable of creating suctions in a single manifold with intervals of 90, said manifold connected with single fuel mixing means, said manifold having a single zone of distribution removed from said fuel mixing means, said a zone having two outlets, one outlet of which being connected with two pairs .of siamesed inlet openings of' one half of the cylinders 1, 2, 3, 4, theot-her outlet with the two siamesed inlet openings of the other half cylinders 5, 6, 7, 8, so that the suction periods in each outlet'overlap each other part of thetime in each of said two outlets, said suction periods being greater than 180? j of crankshaft revolution. I

15 In an internal combustion engine of the straight eight-type operating on a four- 7 stroke cycle, havmg a single carburetor and a-single manifold of which all its,branches v are in continuous communication with said carburetor-,said carburetor attached to a conduit leading to a zone of distribution having to the left two branches leading respectively to the cylinders 1' and 2, and cylinders 3 and 4, of which the respective inlet valves are siamesed; said zone having to the right two branches, leading respectively to the siam- L esed inlet ports of cylinders 5 and 5,. and

7 and 8.

'- JEAN A, H. BARKEIJ.

DIS-OLAIMER) 12787 186 .Jean A. H. Barkeij, Los Angeles, Calif. INLET MANIFOLD Eon sTRAllGH r- EIGHT INTERNAL-COMBUSTION ENGINES. Patent dated December 30; 1930. Disclaimer filed June 3, 1931, by the patentee. Y

'Hereliy enters this disclaimer to that part of the claim in said specification, and

' r to the subject matter of each of the claims of said Letters Patent, except when said 4 engine is'combined with the crankpm arrangement as shown in Fig. 4,'in which crankpins 1, 2, 3, 4 are in one plane and crankpins 5, 6,. 7, 8 are in the other plane,

I perpendicular to said firstPlane. Or in other words all the claims are restricted to the scope of the sixth object. This disclaimer 1s made in View? of the specification of Automotor Journal of February 29," 1908, pages 26927 1, inclusive.

[Ofiicial Gazette June-28, 1.931.] 

